EP3795815A1 - Verfahren zum betreiben einer brennkraftmaschine mit in eine spülgasleitung integriertem hc-sensor - Google Patents

Verfahren zum betreiben einer brennkraftmaschine mit in eine spülgasleitung integriertem hc-sensor Download PDF

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Publication number
EP3795815A1
EP3795815A1 EP20194906.2A EP20194906A EP3795815A1 EP 3795815 A1 EP3795815 A1 EP 3795815A1 EP 20194906 A EP20194906 A EP 20194906A EP 3795815 A1 EP3795815 A1 EP 3795815A1
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EP
European Patent Office
Prior art keywords
fuel
sensor
combustion engine
gas line
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP20194906.2A
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German (de)
English (en)
French (fr)
Inventor
Michael Lindlau
Michael Brand
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Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of EP3795815A1 publication Critical patent/EP3795815A1/de
Pending legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0042—Controlling the combustible mixture as a function of the canister purging, e.g. control of injected fuel to compensate for deviation of air fuel ratio when purging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0045—Estimating, calculating or determining the purging rate, amount, flow or concentration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
    • F02D41/1441—Plural sensors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1445—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being related to the exhaust flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1459—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being a hydrocarbon content or concentration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1473—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the regulation method
    • F02D41/1475—Regulating the air fuel ratio at a value other than stoichiometry
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0836—Arrangement of valves controlling the admission of fuel vapour to an engine, e.g. valve being disposed between fuel tank or absorption canister and intake manifold
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/0872—Details of the fuel vapour pipes or conduits
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
    • F02M25/089—Layout of the fuel vapour installation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0611—Fuel type, fuel composition or fuel quality
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0614—Actual fuel mass or fuel injection amount
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/003—Adding fuel vapours, e.g. drawn from engine fuel reservoir
    • F02D41/0032—Controlling the purging of the canister as a function of the engine operating conditions
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for operating an internal combustion engine with a fuel tank system which, on the one hand, comprises a fuel vapor filter to enable a fuel tank of the fuel tank system to be vented if necessary, and which, on the other hand, has a purge gas line leading from the fuel vapor filter to a fresh gas line of the internal combustion engine in order to flush it as required to enable the fuel vapor filter or the fuel tank system itself.
  • the invention further relates to an internal combustion engine suitable for carrying out such a method and to a motor vehicle with such an internal combustion engine.
  • a fuel tank system for an internal combustion engine of a motor vehicle regularly has a vent line which makes it possible to vent the fuel tank of the fuel tank system, i.e. to relieve an increasing pressure in the fuel tank as a result of, for example, fuel evaporating at relatively high ambient temperatures to the environment. In doing so, as far as possible, no fuel vapors may get into the environment, also due to emission regulations. This is prevented by the fact that a fuel vapor filter, which is regularly designed in the form of an activated carbon filter, is integrated into the vent line and absorbs the fuel vapors when the fuel tank is vented.
  • Such a fuel tank system is additionally provided with a purge gas line, in particular for the regeneration of the fuel vapor filter, which is connected on the one hand to the fuel vapor filter and on the other hand to the fresh gas line of the internal combustion engine.
  • a purge gas line in particular for the regeneration of the fuel vapor filter, which is connected on the one hand to the fuel vapor filter and on the other hand to the fresh gas line of the internal combustion engine.
  • ambient air can temporarily be sucked in via an ambient opening of the fuel vapor filter by means of negative pressure that prevails in the area of the opening of the purge gas line in the fresh gas line compared to the ambient pressure.
  • This ambient air then flows through the fuel vapor filter in the opposite direction to that direction of flow in which the fuel vapors coming from the fuel tank have flowed through the fuel vapor filter, whereby the fuel vapor filter is flushed.
  • the fuel vapors from the fuel vapor filter are thus fed to the combustion chambers of the internal combustion engine of the internal combustion engine via the purge gas line
  • Such a worsening of the raw pollutant emissions can be determined by means of an exhaust gas sensor, for example by means of a lambda probe, which makes it possible, based on the measured values of this exhaust gas sensor, to adapt the fuel quantities that are introduced into the combustion chambers or into the fresh gas line by means of fuel injectors in order to also adjust the fuel vapor filter while the fuel vapor filter is being flushed to set a combustion air ratio that corresponds as closely as possible to an associated setpoint.
  • This requires as exact a knowledge as possible of the purge gas mass flow passed through the purge gas line as well as the concentration of the fuel, i.e. the hydrocarbons, in this purge gas mass flow.
  • the concentration of the hydrocarbons in a flushing gas mass flow can be determined directly by means of a corresponding (HC) sensor.
  • HC corresponding
  • such an HC sensor can have a relevant measurement deviation.
  • it makes sense to be able to determine a defect in such an HC sensor as quickly as possible after the defect occurs, in order to avoid prolonged operation of the internal combustion engine with a combustion air ratio that deviates significantly from a setpoint.
  • the DE 10 2010 048 313 A1 relates to a method for operating a tank ventilation system, in which a flushing gas mass flow that flows in a flushing gas line, depending on the density of the flushing gas and the pump characteristics of a Purge gas delivery device is determined. It can also be provided that a hydrocarbon concentration of the flushing gas is determined by means of an HC sensor.
  • the DE 10 2017 209 127 A1 discloses a method for calculating a mass flow of a fuel / air mixture which is transferred from a tank ventilation system into an intake manifold of an internal combustion engine. A fuel / air ratio of the mass flow is taken into account when calculating the mass flow.
  • the invention was based on the object of correcting measurement deviations of an HC sensor integrated in a purge gas line of a fuel tank system of an internal combustion engine and / or of determining a defect in such an HC sensor.
  • the hydrocarbon content of the purge gas is determined by means of the HC sensor and the mass flow of the purge gas and, from these values in combination, a fuel mass flow that is introduced into the fresh gas line. Furthermore, an amount of fuel introduced into the combustion chamber and / or into the fresh gas line by means of at least one fuel injector is adjusted in order to compensate for the additional amount of fuel introduced via the purge gas, taking into account a defined total amount of fuel that is to be supplied to the combustion chamber per work cycle .
  • the (averaged) combustion air ratio of fuel-fresh gas mixture quantities that have been supplied to the combustion chamber with regard to a deviation from a target value (which in particular can correspond to a stoichiometric combustion air ratio), which despite the Adjustment of the fuel introduced by means of the fuel injector can occur, is monitored. If such a deviation is determined, a correction of the measured value of the HC sensor or of the fuel mass flow determined therefrom is carried out according to the invention, or the HC sensor is determined or assessed as defective.
  • the measured value of the HC sensor or the fuel mass flow determined therefrom is corrected if the deviation is below a threshold value or corresponds to this threshold value, and the HC sensor is determined to be defective if the deviation is above a (different) or the (same) threshold.
  • the term “fuel vapor filter” does not mean that it has to filter the volatile fuel in gaseous form. Rather, the fuel can already be (partially) condensed out again during the filtering.
  • a determination of the mass flow of the flushing gas in the context of a method according to the invention can be realized on the one hand (exclusively) by one or more measurements.
  • An internal combustion engine according to the invention can then comprise one or more corresponding sensors.
  • such a determination can also be carried out by modeling, i.e. by a computational determination based on (possibly measured) operating parameters of individual or several components of the internal combustion engine, for example based on the opening position of the tank ventilation valve and / or a drive power of the purge gas delivery device.
  • the invention is based on the knowledge that measurement deviations of the HC sensor can be determined in an advantageous manner by means of an exhaust gas sensor integrated in the exhaust gas system and / or the functionality of the HC sensor can be checked. It is particularly advantageous that such an exhaust gas sensor, typically at least in the form of a lambda probe, is usually provided in an internal combustion engine anyway, so that essentially no additional structural components of the internal combustion engine are required to carry out a method according to the invention.
  • the exhaust gas sensor also delivers inaccurate measured values or deviations of the combustion air ratio from the setpoint, which were determined based on an exhaust gas composition determined by means of the exhaust gas sensor, are due to other "sources of error" in the operation of the internal combustion engine.
  • this has a negative effect on the functional test according to the invention, ie on the possible correction of the measured value of the HC sensor or the fuel mass flow determined therefrom, or on the possible determination of the HC sensor as defective, it can preferably be provided that during operation of the internal combustion engine when the purging of the fuel tank system is deactivated, that is to say, when no purging gas is passed through the purging gas line, the measured value of the exhaust gas sensor is calibrated.
  • the measured value of the exhaust gas sensor can be adjusted and, if necessary, adjusted in such a way that it is sufficiently accurate when it is introduced into the combustion chamber or chambers exclusively via the fuel injector (s) Determinable fuel - in connection with the combustion chamber also supplied, sufficiently precisely determinable oxygen - the resulting combustion air ratio corresponds to a defined, associated exhaust gas composition.
  • the measured value of the exhaust gas sensor it can then be assumed with sufficient certainty that in the case of the purge gas conducted via the purge gas line, i.e.
  • this conclusion may also require that the measured value of a sensor used to determine the mass flow of the purge gas be calibrated when the internal combustion engine is in operation and the purging of the fuel tank system is deactivated. This can be the case, for example, when a pressure sensor integrated into the purge gas line is used to determine the mass flow of the purge gas. Its measured value can then be checked during operation of the internal combustion engine with the purging deactivated, for example by comparing it with the ambient pressure and, if necessary, calibrated.
  • the mass flow of the purging gas is determined during active purging of the fuel tank system, for example, by having at least two sensors in the fresh gas line are integrated, by means of which the mass flow of fresh gas in the fresh gas line can be determined on the one hand upstream and on the other hand downstream of the mouth of the purging gas line, their potential influence on a deviation in the measured value of the exhaust gas sensor during active purging can be excluded by the fact that their measured values during calibration of the measured value of the exhaust gas sensor with deactivated purging have been taken into account.
  • the purge gas conducted via the purge gas line during purging of the fuel tank system can in particular be a mixture of gaseous fuel or gaseous hydrocarbons and ambient air, as is the case when the fuel vapor filter is regenerated by backwashing using ambient air.
  • the purge gas can also (essentially) consist of gaseous fuel or gaseous hydrocarbons, for example if fuel vapors present in the fuel tank are not “vented” into the environment but directly into the fresh gas line.
  • An internal combustion engine according to the invention can in particular be part of a motor vehicle.
  • the internal combustion engine of the internal combustion engine can in particular be provided for direct or indirect provision of the drive power for the motor vehicle.
  • the invention therefore further relates to a motor vehicle, in particular a wheel-based and not rail-bound motor vehicle (preferably a car or a truck), with an internal combustion engine according to the invention.
  • the Fig. 1 shows an internal combustion engine according to the invention for a motor vehicle with a fuel tank system.
  • This comprises a fuel tank 1, which is connected via a vent line 2 to a fuel vapor filter 3, which in particular can be designed in the form of an activated carbon filter or can at least include one.
  • the fuel vapor filter 3 is also connected to a fresh gas line 5 of the internal combustion engine via a flushing gas line 4, the flushing gas line 4 being integrated into the fresh gas line 5 upstream (with respect to the flow direction of fresh gas in the fresh gas line 5 in the direction of an internal combustion engine 6 of the internal combustion engine)
  • Fresh gas compressor 7 opens.
  • the fresh gas compressor 7 is part of an exhaust gas turbocharger, the furthermore comprises an exhaust gas turbine 8 which is integrated into an exhaust line 9 of the internal combustion engine.
  • a throttle valve 10 is also provided, which divides the charge air line into an upstream section, often referred to as a pressure pipe, and a downstream section, often referred to as an intake pipe.
  • mixture quantities are burned in a known manner in a defined sequence in combustion chambers 11 of internal combustion engine 6, some of which are delimited by cylinders 12 of internal combustion engine 6.
  • These mixture quantities consist of fresh gas, which consists completely or mainly of ambient air and has been sucked in from the environment via an air filter 13, as well as completely or mainly of fuel injected directly into the combustion chambers 11 by means of fuel injectors 14, for example.
  • the pressure increases in the combustion chambers 11 generated by the combustion processes are used to move pistons 15 guided in the cylinders 12.
  • the side of the fuel vapor filter 3 of the fuel tank system facing away from the vent line 2 and the purge gas line 4 (based on its filtering effect for fuel vapors) is in gas-conducting connection via an ambient air line 17, for which the ambient air line 17 forms an ambient opening 18.
  • the fuel tank 1 is partially filled with fuel, with part of this fuel, which is actually liquid under normal ambient conditions, being evaporated, so that fuel is also present in the fuel tank 1 in a gaseous state.
  • Such evaporation of fuel in the fuel tank 1 is in particular relatively high Ambient temperatures as well as a reduction in the ambient pressure, for example as a result of a mountain drive of a motor vehicle comprising the internal combustion engine, promoted.
  • a tank ventilation valve 20 is integrated into the purge gas line 4 and is arranged as close as possible to the opening 19 of the purge gas line 4 in the fresh gas line 5 or is integrated into it.
  • the fuel tank system of the internal combustion engine also includes a flushing gas delivery device 21 integrated into the flushing gas line 4, which is usually also referred to as a "flushing air pump” and which is, for example, in the form of a piston compressor, in particular as a vane compressor, or as a radial fan.
  • a flushing gas delivery device 21 integrated into the flushing gas line 4, which is usually also referred to as a "flushing air pump” and which is, for example, in the form of a piston compressor, in particular as a vane compressor, or as a radial fan.
  • At least the purge gas delivery device 21, the tank ventilation valve 20, the throttle valve 10 and the fuel injectors 14 can be controlled by means of a control device 22 (e.g. in the form of a central engine control of the internal combustion engine).
  • the control device 22 receives measurement signals from an HC sensor 23 integrated into the purge gas line 4 in a section between the purge gas delivery device 21 and the tank ventilation valve 20, an exhaust gas sensor 25 integrated into the exhaust gas line 9 downstream of the exhaust gas turbine 8, and one upstream of the mouth 19 of the purge gas line 4 in the mass flow sensor 24 integrated into the fresh gas line 5 and a pressure sensor 26 integrated into the fresh gas line 5 downstream of the mouth 19.
  • the mass flow of fuel or hydrocarbons that is introduced into the fresh gas line 5 from the flushing gas line 4 is determined.
  • the mass flow of the purge gas flowing in the purge gas line 4 is determined by comparing the mass flows of the fresh gas that flow through the fresh gas line 5, on the one hand by means of the mass flow sensor 24 arranged upstream of the mouth 19 of the purge gas pipe 4 and on the other hand by means of the downstream the orifice 19 arranged pressure sensor 26 can be determined.
  • the content or the concentration of the hydrocarbons in this purge gas is measured by means of the HC sensor 23.
  • the individual quantities of the fuel introduced into the combustion chambers 11 by means of the fuel injectors 14 are adjusted accordingly, taking into account the specific operating state of the internal combustion engine 6 and the fresh gas masses supplied to the combustion chambers 11 to maintain a defined, in particular stoichiometric, combustion air ratio. Whether this combustion air ratio has actually been maintained is checked by means of the exhaust gas sensor 25.
  • the determined combustion air ratio which was derived from an exhaust gas composition determined by means of the exhaust gas sensor 25, deviates from an associated setpoint value, if the deviation is below a threshold value or corresponds to this threshold value, a corresponding correction of the measured value of the HC sensor 23 or of the fuel mass flow determined from this measured value is carried out in such a way that the determined combustion air ratio corresponds to the setpoint value. If, on the other hand, this deviation is above the threshold value, the HC sensor 23 is determined to be defective. This can lead to a corresponding error message, which is stored in the control device and, if necessary, can also be made visible by a display in the instrument panel of a motor vehicle.
  • the fuel vapor filter 3 or the entire fuel tank system is not flushed, no flushing gas is conducted via the flushing gas line 4 and thus also not introduced into the fresh gas line 5.
  • the fuel quantities required for the intended operation of the internal combustion engine 6 are then fed to the combustion chambers 11 exclusively by means of the fuel injectors 14. These fuel quantities can be determined with sufficient accuracy, for example, from the pressure of the fuel supplied to the fuel injectors 14 and from the duration of the activation of the fuel injectors 14 by means of the control device 22 and thus the respective opening duration of the fuel injectors 14.
  • the fresh gas mass flow simultaneously supplied to the combustion chambers 11 can also be determined with sufficient accuracy by means of the mass flow sensor 14 and / or the pressure sensor 16, and these two sensors should then deliver the same or comparable values. Accordingly, during operation of the internal combustion engine with the purging of the fuel tank system deactivated, the combustion air ratio of the fuel / fresh gas mixture quantities supplied to the combustion chambers 11 can be set relatively precisely. It will come therefore, during such operation of the internal combustion engine with the purging of the fuel tank system deactivated, the exhaust gas composition determined by means of the exhaust gas sensor 25 deviates from that which should actually correspond to the set combustion air ratio, a purging of the fuel tank system can be excluded as the cause of this deviation because such purging is not carried out.
  • the measured value of the exhaust gas sensor 25 to be correspondingly adapted or calibrated by generating an adaptation value, so that this calibrated measured value corresponds to an exhaust gas composition that matches the set combustion air ratio.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)
EP20194906.2A 2019-09-18 2020-09-07 Verfahren zum betreiben einer brennkraftmaschine mit in eine spülgasleitung integriertem hc-sensor Pending EP3795815A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102019214236.2A DE102019214236A1 (de) 2019-09-18 2019-09-18 Verfahren zum Betreiben einer Brennkraftmaschine mit in eine Spülgasleitung integriertem HC-Sensor

Publications (1)

Publication Number Publication Date
EP3795815A1 true EP3795815A1 (de) 2021-03-24

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Application Number Title Priority Date Filing Date
EP20194906.2A Pending EP3795815A1 (de) 2019-09-18 2020-09-07 Verfahren zum betreiben einer brennkraftmaschine mit in eine spülgasleitung integriertem hc-sensor

Country Status (4)

Country Link
US (1) US11098664B2 (zh)
EP (1) EP3795815A1 (zh)
CN (1) CN112523881A (zh)
DE (1) DE102019214236A1 (zh)

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6234156B1 (en) * 1998-09-03 2001-05-22 Toyota Jidosha Kabushiki Kaisha Method and apparatus for controlling air-fuel ratio in engines
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